Hydroaerial landing and launching means, including modus operandi



July 14, 1953 BROWN 2,645,436

HYDROAERIAL LANDING AND LAUNCHING MEANS, INCLUDING MODUS OPERANDI FiledApril 27, 1948 2 Sheets-Sheet 1 July 14, 1953 BROWN 2,645,436

HYDROAERIAL LANDING AND LAUNCHING MEANS, INCLUDING MODUS OPERANDI FiledApril 2'7, 1948 2 Sheets-Sheet 2 \x m m' IN V EN TOR.

Patented July 14, 1 953 UNITED STATES [PATENT OFFICE HYDROAERIAL LANDINGAND LAUNCHING MEANS, INCLUDING MODUS OPERANDI Owen Brown, Los Angeles,Calif.

Application April 27, 1948, Serial No. 23,644

and can readily be displaced at a given surface area by an objectdropped thereon having a higher specific gravity, the same surface, whenstruck sharply by such a body, will not yield instantaneously, but, onthe contrary, will ex hibit certain characteristics associated withsolids. For this reason the pilots of flying boats and the like must becareful to execute particularly fiat touch-downs, following a long wslide.

The difiiculty resides, primarily, in the fact that while land-basedaircraft are equipped with balloon tires, which serve to substantiallylessen the effect of landing stresses occurring at the instant ofimpact, as well as with so-called oleostruts which further compensatefor landing shocks, water based flying boats, amphibians and the likeare not provided with aquatic alighting gear having a fully comparablefunction.

Therefore, inasmuch as hull bottoms are usually of solid, unyieldingconstruction, each touchdown is, of necessity, in the nature of a bellylanding, calling for particularly expert handling of the aircraft.Landings by seaplanes are not fundamentally different, moreover,. sincealso lacking the full equivalent of both pneumatic tires and said oleostruts.

So far as is known to this applicant, the first fully constituted marineundercarriage of its broad class is introduced herein; and by means ofwhich most sharp, hull-to-water impacts may,

be largely absorbed and dissipated; thus making possible hotter landings-at much greater landing speeds, that isas well as landings from asharper angle of descent to the water.

This last should be of great advantage in the landing of commercialflying boats and amphibians within the confines of relatively smallharbors and basins, while, in the case of lesser hydroaeroplanes, it nowbecomes possible for such light craft to drop into comparatively small,heretofore inaccessible lakes-often rimmed about by 21 Claims. (Cl.244-102) tall forest trees or rocky mountain cragsat a relatively sharpangle of glide instead of by the usually prolonged prior leveling-offprocedure.

It is a primary object of the invention, therefore,to provide landingmeans for hydroaeroplanes which is substantially the equivalent ofoleo-struts and the like on present land-based aerodynes.

It logically follows that another important object is to make possiblethe production of aircraft having the clean streamlining and superiorflight characteristics of conventional, land-based airplanes, yet. whichare as much in their element when landing on or launching from water asare those primarily or solely designed for hydroaerial service.

Other object'swill be made apparent hereinafter. And while a pluralityof specific embodiments is disclosed, it will be understood that nolimitation is intended to be expressed except as may, bypredetermination, be setforth in the appended claims.

In the drawings:

Fig. l, a diagrammatic front elevation, indicates one possibleembodiment of my invention.

Fig. 2 is a side elevational View of a float which could be used on theFig. 1 aircraft.

Fig. 3, also in front elevation, illustrates a simplified version of theundercarriage featured on said aircraft of Fig. l.

Fig; l, a fragmental side elevation, relates particularly to theaircraft of Fig. 3 rising to the take-off position.

Fig. 5, a fragmental front elevation, shows a detail of the togglemechanism of 1.

6, another fragmental View, illustrates one of sundry possiblemechanical equivalents of the Fig. 5 assembly.

Fig. 7, also fragmental, shows another structure comparable to those ofFigs. 5 and 6; and

Fig. 8 illustrates a still further, somewhat simplified, form of theapparatus of Figs. 5 to 7 inclusive.

Like characters and numerals indicate like elements in. the severalfigures of the drawing.

General features of the undercarriage As previously intimated, thepresent invention relates to both the launching and the landing ofhydroaerial craft, since my improved undercarriage is normally andinherently employed in both relationships. Therefore, while concernedprimarily with landing means and techniques, in order to clearlycomprehend these it is necessary to explain, in some detail, thosefeatures of said m? undercarriage which come into play at the time of alaunching operation.

It is knownas exemplified by structures of the prior art-that theadhesion which occurs between hull bottoms and the water componentexerts a powerful retarding effect when it is desirable to bring about aseparation therebetween'; and sundry means have been proposed tominimize this difficulty. One such means includes the creation of alayer of boundary air along the underside of the hull, and, as hereindescribed, this may be provided in the form of either pressurized airjets or by the coincidental aspiration and expulsion of atmospheric airby the suction principle.

Conveniently, therefore, both of thesesystems are incorporated inrespective embodiments of said undercarriage; but since my present dis-I closure, including the claims hereinafter, is not primarily directedthereto, and since skilled individuals will readily understand thehydrodynamic principles involved from the data given, the latter will berestricted largely to the actual structures of my dual-purposeapparatus; more particularly, such as will now be described with regardto Figs. 1 to 4 inclusive. 7

Referring first to Fig. 1, the amphibian there shown may be either aself-propelled aircraft or a towable glider. In this modification, thehull 28 is of tunnel configuration, having a duality of ventional flyingboat hulls are only widenedbeamwise at the sacrifice of streamlining,with increased drag and fuel consumption, together with lessened speedsand ranges, in order to insure stability and prevent them from floatingtoo deeply under heavy fuel and pay-loads; which latter, to be sure,further complicates the normally diiiicult matter of take-off.

' Thus amphibian l, according to Fig. 1, requires no conventionalsponsons; and while the tip ends 6 (edges) of keels 23 are substantiallylower than the upper water line 29, it will be noted that the hullbottom proper is theoretically, and doubtless also in practice, adaptedto be submerged under light loadings no lower than the lower water-line29'; in short, the line of contact with the main bottom of hull 23. thecomparatively shallow-drafted amphibian l is adapted to rise to astepwise launching attitude with the greatest facility, as augmented bythe aforesaid lower boundary layer at the predetermined time. It is,therefore, of no great consequence if the aircraft rides substantiallylower when under heavy cargo burdens, since it will quickly rise to thetake-off position in any event.

It is also obvious that by water-sealing the connections between hull 28and right and left From this position,

carried directly from the fuselage, as on seaplanes. In the small viewof Fig. 2, the float 3| clearly Visualizer, preferred locations forrisers ES -i5 l e as more fully detailed in the embodiment ofFig. 3, tobe explained shortly, as well as ports Et --53 according to themodification there shown. The flow-line i2 is comparable ,to the likeschematic indication in other figures.

The right andleft phantoms 9-5 indicate one method by which the beam maybe increased still further. Adequate propeller clearance may be had, onespecially light craft, by the simple expedient of mounting the motor ormotors on an upper tow-strut or struts, as featured on hydro- Simplifiedretracting gear The auxiliary hull structure 23 is adapted to fold backwithin an exceedingly small area 32 of the fuselage 2 when cantileversBare in closed positions. exceptionally elastic character and adapted tobe extended at considerable tension in the position shown, and since thelower endsedges-cf the cantilevers will follow the arcuate lines 34- 'inretracting, it is evident that'hull 28, upon deflation, requires noother auxiliary retracting means and will be folded back compactlywithin compartment 3? by the action of the cantilevers, assisted by itsown quick elastic memory. If at all necessary, however, live rubber webs35 may be additionally supplied to facilitate retraction.

The semi-cantilevers may be'extended and retracted in any preferredmanner, as, for typical examples, by operating the servomotor or motors36, with auxiliaries, or with the aid of a desirable plurality ofhydraulic or pneumatic jacks That is, with reference to motortt, it isobvious that the same (in desired numbers) may operate the crank-arm 38,in cooperation with lever 35) linked to knuckle GB, for inward andoutward movement of member 5 at right, while the like member at left, byoption, is similarly linked to the toggle 4| whereby, upon extension ofpiston rod 4-2 to the position shown, the cantilever in question isextended and securely locked. But upon subsequent retraction of rod 32,the toggle will be broken and will fold back to the position of phantomii. The cylinder or jack 3? is of course carried-from a fixed pivotpoint at. Toggle 4! will be further explained later in relation to Figs.5 and 6.

semi-cantilevers 5-both fore and aft as well as While floats 3| are hereindicated for use on:

the wings of the amphibian I, it is evident that the same, insufficiently larger sizes, could be Two different schematic arrangementsare indicated in Fig. 1, namely, the simplified diagram including valve44, connected in to the motor, compressor and pressure tank assembly 45and/ or pressure bottle or bottles B, whereby, in one relation, hull 28may be initially inflated through pressure line 46, including the lowerconduit 4! terminating in the nozzle or nozzles 41''; and whereby,incidental to a launching operation, ad-

ditional pressurized air or the like may by-pass line 46 and be conveyedthrough line 48' and conduit 48' to the lower manifold 49 and thence toair-vents generally indicated by jets 56.

To avoid unrequired complication of the draw-' ing, specific means forultimately deflating hull Z8 is not shown in said simplified diagram,but

the same will be elementary to skilled practition- 'ers of the relatedart, in view of data herein.

Likewise, it is to be assumed that operations Since the webbin 33 may beof an.

which relate to launchings per se may be con-- trolled by preference,from a single control panel in connection with which numeral 5|illustrates how the schematic compound valve group there as by manuallyturning shown would function; nob [5.

In this arrangement F 8: R means front and rear, for turning on therespective front and rear jets. Com. Off means"compression off. Theother symbols are self-explanatory.

The stress-wires 65, in any preferred arrange In contrast withdeeper-drafted flying boats,

having relatively much heavier and less buoyant marine understructures,which must plow boatwise for long distancesbeforelaunching, amphibian Iquickly overcomes the coeflicient of sub-' surface drag; consequentlythe break-out can occur after an exceedingly brief take-off run.

At such times it is to be observed that the boundary layer, as hereindicated in somewhat exaggerated size, forming between the lowerflow-line l2 and the air jet nozzles 50 (line 12 being, of course, seentransversely and not ac cording to its downstream heading longitudinallyof the aircraft) will be widely extensive and well imprisoned betweenthe confines of twin-keels 23.

Thus, as aircraft 1 will be moving at a substantial speed beforetake-off, the lower boundary air will be swept swiftly to the rear, andany tendency toward a premature lateral escapement of the same will beovercome by the configuration of said right and left keels-as generallyindicated by right and left diversion arrows 52. Obviously, too, themovement of the aircraft will in itself have the effect of promoting theescapement of the airstream from the vent nozzles in a rapid downstreamdirection. The break-out will occur quickly, automatically. 7

A similar action will occur with reference to wing floats 3| andflow-lines 12'', any suitable conduits 53 being employed to introduceairflow to the wing-float vents from the compression source, or sources.

Further simplification A more simplified and sub-combinational formrisers 58, viewed in side elevation, and the rearwardlydisposed manifold60 in conjunction with risers 6|. The respective ports 59 and 62,located well above the water line 29, are self-explanatory. Whenaircraft 54 is in a stationary position, water will naturally come upinto the risers as high as the outer water line; but such water will bedrawn out automatically as soon as the craft moves over the surface. Thesimple right and left webs 63, of flexible rubbery material, bypreference, may be of an adequate thickness for all required tensioningin their extended positions as here shown; and when retracted, they foldback into the small compartment 64 according to the closing actions ofthecantllevers 5, as was similarly mentioned in regard to elements 5 ofFig. 1. It may be found, in practice, that air-vents 56 can besupplemented to advantage by introducing right and left sub-manifolds 66along webbing 63, fed from i the main manifolds. 51 and venting throughsaid mined number of air-vents 56 are ducted to lower 2.

escapements from the tli'lSVGISG manifold 51; which manifold iscomplemented by right and left risers 53-58 ducting to atmosphere atports 59-59. By preference, a plurality of these manifold and riserdevices is provided, as exemplified-in Fig. 4-by a forward manifold 51with webbing as indicated at air jets 61. Elements l2" and 52 arecomparable to elements I2 and 52 of Fig. 1, including the like featureof Fig. 2. Phantoms 5" are similar to phantoms 5'. Semicantilevers 5,.m'ay be operable in accord with suggestions given relative tocantilevers 5 of Fig.

1. The same, however, aresubject to further adaptation in the manner tobe later explained facilitate horizontal-instead of vertical-retractionof floats 3| into suitable pockets or wells therefor on the lower sidesof the wings. See phantom 1i. Realistic details of such mechanism, whichmay be in plurality on each float, are not shown since old and wellknown in the art ofcomparable undergear-particularly on landing gearwheels.

It is obvious that any desired combinational use of elements shown onthe respective aircrafts I and 54 is permissible.

Reducing to practice In launching amphibian 54, the general result willbe not greatly unlike that obtained with the structure of aircraft l,notwithstanding the absence of the compressor group 45 and/or thepressure bottle or bottles B, for the reasonthat as soon as craft 54attains even moderate forward motion, the movement of hull 55, relativeto the water, will produce an automatic inhalation of atmospheric airthrough ports 59-62.

This airwill be suckeddownward in substantial volume through the risers58-61 into manifolds 51-60 and thence, through vents 56 and 56 as wellas the lower subsidiary outlets 61, to the lower water line, creating alower boundary layer similar to that described in relation to Fig. 1. Inlike manner the flow-line 13, Fig. 4, represents the movement of theboundary'air traveling swiftly along the fuselage bottom 55 from airvents 5t to. the rear, having been augadiace'nt step 1. will include thevolume of air drawn out through subsidiary vents6T, and owing to thetunnel con struction of the hull the lower air-stream will be largelyconfined between the twin keels until its escapement astern.

Ihe fastercraft 5.4 travels prior to-a'ctual take off, the larger willbe the volume'of inducted air through ports 59--62 and the more speedyand effectual the severance of the lower water line from the hullstructurethus enabling the aircraft to quickly rise to the step positionand to launch without. having further to overcome a suction component.Aswas mentioned in connection with the similar "elements of, Fig. 1, thewater-sealed air chambers 30'-.-30 at right and left sides of thewebbing 63 will contribute greatly tothe buoyancy of amphibian 54 andthereby further facilitate thetake-off.

It is relatively immaterial if webbing 63, under normal 'tensioning,bows upwardly under .the pressure ofthe weight of aircraft against thecontrary pressure of the water. In fact, a limited amount of suchflexing is premeditated and constitutes one of the saliently desirableadvantages of these undercarriagesboth as to Fig. 1 and Fig. 3. Themechanism controlling the operation of cantilevers as only brieflyindicated at knuckles 46, assures a thoroughly seaworthy,

Well braced undercarriage at all times prior, to

take-off.

In Fig. 3, with. especial reference to the. cushioning of landingcontacts; an optional means therefor is provided in the form of aparticularly flexible hull bottom I51. Element I51, in short,is'comprised of a 'yieldable casing member which can be utilized. forsurface contacts instead of the rigid hull bottom 55-; and, if soutilized, may include the lower manifold I58 in lieu of or in additionto manifold 51 thereabove.

Thus, by ducting the conduits 6666 into.

manifold I58 and byprovidingsuitably disposed air-ventsI59, theair-streams inhaled through ports'59. and risers 56 will form a lowerboundary layer below element I51 to facilitate launchings on the onehand-and in landings the element I 5T'Wi11 yield upwardly to theposition generally indicated by contour line I68.

,Obviously, element I5? is preferably formed of very flexible, elasticmaterial, such as natural or synthetic rubber, for-example; and when thesemi-cantilevers 5 are closed, the retraction of casing I51 may befacilitated by inclusion ofone or more collapsible devices I6I, thelatter having a coiled tension; spring therewithin, substantially asshown,to aid. retraction in the manner of abellows. It is also obviousthat the airstream, on entering through ports 56., could be carrieddownwardly from manifold 51 through element or elements I6.I and thencedirectly into lower manifold I58, if desired, instead of throughconduits 66. ,Similar provision could be made r'elativeto manifold 66,Fig. 4.

V It is-obvious that if element I5! is to be employed, including airvents I59, the ,similaroutlets 56 maybe omitted.

The auxiliary shock absorbers 7 but be automatically locked againstrecovery movement beyond the predetermined areas shown while in theirextended relations, Clear- 1y, too, the further outward flexinglof thesemi.-

cantilevers should be restrained .beyond a predetermined point to avoidover-extension; and recovery thereafter, to the approximate positionsseen in Figs. 1 and 3, should be substantially instantaneous andautomatic.

Means for the limited additional flexing of the semi-cantilevers 5 or 5as the case may be, can be provided for by the particular struc-' tureof the toggle mechanism 4I.- That is, referring now to the detail ofFig. 5, the toggle device there shown is observed to include the rightand lefttoggle-arms I62 and I62 having interlinking engagements witheach other and with piston rod 42 at the knuckle assembly I63; Inthis'version, arms I62--I62 are formed with right and left cylindersI64, within which the plungers I65 on each of the piston-rods I66 andI66 are adapted for limited relative repositioning with respect to eachof the cylinders I64, as additionally controlled by compression springsI67. To be more precise, only rod I66 can itself move relative to itsparticularcylinder for the toggle M will be locked in a counter-bracingrelation to the respective knuckles I68 and I662 But on contacting theWater at surface location 29and without disturbance of the interlockingrelations between elements 42, I62 and I62- the semi-cantilevers of adual assembly thereof will momentarily yield upwardly and outwardly tophantom positions v5, comparable to the action ofoleostruts attheinstant of landing impact between the wheeltreads and an airfieldrunway.

This action is permitted by the brief movement of the left-hand plunger265 to position I65 (including coactive movement of the righthandcylinder) against the restraint of springs I61; and immediatelythereafter, the shock of the landing impactas additionally dampened bythe yieldable hull bottom 28having been in large measure dissipated,thesemi-cantilevers will be pulled back to the normal taxiing positionsrelative to surface 29. j

It is obvious, too, that upon the recovery of thesemi-cantilevers, theirreflex-action is again limited for the time being by thereturn of theleft-hand plunger I65 to the back end of the left-hand cylinder I64,substantially as shown. Obviously too, the right-hand cylinder I64 willhave become automatically re-oriented with respect to the fixed plungeron that side of the toggle.

Needless to say, the springs I 61 will be of such strength as to notonly return the semicantilevers in the manner explained but will,

in themselves, be sufficient to maintain the plungers in juxtapositionwith the back ends of the cylinders Whenever the master cylinder 37 isoperated to break the toggle interlock, whereby to retract the entirehull component.

The mechanism of Fig. 5, of course, is not' limited to the specificmeans disclosed, as such a structure may readily be changed and sundrysubstitutes hereafter improvised. One of the various possibleequivalents, .for example, is

shown in Fig. 6,-wherein only element I62" is provided with an automaticflexing and reflexing means in the form of the assembly including anover-ride link I69. Links I 69 is suitably slotted therethrough toreceive the compression spring I61, the latter being coiled about thepin I10 whichis supported at theright-hand end of link I 69 within theaxial opening I. The opposite end of pin I10'bears the head I12, whichis arcuately concaved on the side thereof opposite pin I10 whereby toengage partially around the pivot-pin I13 of bracket I14 approximatelyas indicated. .As head I12 remains .in partially slidable contact withpivot-pin I13 at all times, and is also snugged between the re-.spective sides of the knuckle formed by the upper the open slotway oflink I69.

Obviously, then, when the semi-cantilever .5 is pushed out to position5as permitted by the movement of the over-ride link I69 from right toleft to the location of. phantom I69'- spring I61 will merely becompressed momentarily, and will quickly exert sufficient thrust andupwardly to the fuselage. Other features of the Fig. 6 view will beclearly understood in.

accord with the explanation given relative to Fig. 5.

Fig. '1 illustrates a motor-driven equivalent of both the Figs. 5 and 6structures. Thus instead of utilizing a toggle mechanism, the reversiblemotor I11 is adapted to. drive the helically grooved shaft I18 havingrespective right and left hand threads, as generally indicated. Rotationof shaft I18 in one direction, obviously, will cause cylinders I19 andIE to move laterally according to theaction imparted thereto throughinternally threaded sleeves l8II82 whereby to extend thesemi-cantilevers to approximately the positions indicated; these beingthe airborne. prelanding positions. But immediately upon contact withthe water, cantilevers 5 will be momentarily pushed upwardly andoutwardly to positions 5', atwhich time each of the respective dualitiesof piston-rods I83, including plungers i84, will move further laterallyagainst the yielding restraint of compression springs I85. But elements5 will thence be quickly returned to their initial outboard positions bythe recovery action of said springs.

Semi-cantilevers 5 are retracted by merely operating motor I" inreverse.

While the mechanism of Fig. 7 is slower-acting than thecylinder-controlled toggle arrangements of Figs. 5 and 6, this featureis relatively immaterial as there will be every required time forextending the semi-cantilevers before each landing and for retractingthem after every take-off.

If, however, withoutbenefit ofa toggle, it is desired to retain thequicker-acting fluid means for both extending and retracting thesemi-cantilevers, the relatively simple structure of Fig. 8, includingcombination thrust-and-shoc-k-damping struts I86 and I81, maybeused. Itis quite end or ends of bracket I 14, it cannot escape from planesapparent that, in this particular version, the cylinders .I86-'l 81.arelinked directly to the semi- .cantilever knuckles at. pivots I89; saidcylinders shaving slidable engagements with right and .left

piston rods I90 and I9 I, being movable outwardly,

"as at position 5 of the cantilevers, by the Opera'- .tlOIl of valve Vto direct fluid into the intakes I92right and left-for pressure actionagainst right and left plungers I93. And for retracting thesemi-cantilevers, valve V is operated to introduce sufiicient fluidthrough the intakes I92,

.againstthe opposite sides of the plungers, to produce a diametricallyopposite result.

. Thus, also, incidental to a landing impact, th semi-cantilevers willbe briefly forced to positions 5' against the yieldablerestraint ofcompression springs I94; the latter operating instantly there- .after'toreturn said semi-cantilevers to the approximate lower positions shown.It is apparent that-comparable results may readily be had by reversing,the positions of cylinders whereby the rods I 90-I9I would be linked at1 pivot points I 89and the respective cylinders carried directly frominner knuckles I95.

Finally, it is felt that the present disclosure .makes possible theconstruction of aircraft of the potentially largest launchable andlaudable sizes,

as opposed to those limited solely to terrestrial runways, along withthe elimination of specific drawbacks heretofore inherent in hydroaeroafactor of increasing importance wherein future transglobal commerce maytend to flow automatically into airborne bottoms comparable, in theaeronautical sense, to existing cargo and passenger ships of the firstmagnitude. The utility of airborne naval units of commensurate sizes isalso self-evident.

I claim: i I

1. .In a watercraft, the combination including a main hull upperstructure and a subsidiary hull understructure, the latter constitutingprimary flotation means for said craft; said understructureincorporating right and left longitudinal hull sections carried assemi-cantilevers to swing from respective port andstarboard sides of thewatercraft and mounted for both laterally inward and outward movementsfrom pivotal means carried at respective right and left upper main hulllocations, and from which pivotal means the respective hull sections aremovable arcuately downwardly and inwardly to their fully retractedpositions; a web of flexible material being connected, at one lengthwiseportion thereof to the inner sides of the respective hull sections, and,at another lengthwise portion thereof, to said main hull upperstructure; said web component, in c0- action with said hull sections,forming a substantially water-sealed lower flotation means of greatbuoyancy along the axial length of said subsidiary understructure.

2. In an hydroaerial craft having airfoils, an upper body component, alower hull component, and pilot-operable means for eleotively'impartingextensible or retractive movement to said hull component,.that form ofconstruction wherein the under side of the'l'atter named component is oftunnel configuration; said lower hull component including a flexiblewebbingmeans positioned for yieldable contact with the landing surface.

3. In an hydroaerial craft, the combination including: a main bodystructure and a subsidiary hull structure, said subsidiary structureincorporating hull sections hinged in contiguous rela i 1 tions,respectively, to the pert'and starboard side walls of said main bodystructure, and movable into respective-flying and floating positionsabout axes which extend substantially in the direction of flight of saidcraft; and a web element of flexible, collapsible material connected tothe inner sides of said hull sections, said web element,in coaction withsaid sections, forming at least one yieldable, substantiallywater-sealed chamber of great buoyancy along the length of saidsubsidiary structure, the respective right and left hinge emitted toform a pneumatic boundary layer extending rearwardly from the proximityof said apertures across a substantial lower portion of said subsidiaryhull component.

5.. in an hydroaerialcraft, the combination with wings, an empennage,and a main hull component which includes right and left hullsub-portions movable into. respective flying and floating positionsabout axes which extend substantially in the direction or flightof saidcraft; and pilot-operable means, adapted to be remQtely actuated fromwithin the interior of said craft to electively move said sub-portionsfor their extension or'retraction relative to said main hull component;the contouring of the craft, at unde side areas of its. contact with thewater when said right and said left hull sub-portions are a thei ext d ds t ns, being of tun el confi uration a id. hull sub-po on i elu in ateas one flexi le ebbin elemen p. eit on d ior v ewable. c n ac i t e a durfac V 6 In an aircraft to he landed on water, the combination, withairfoils and the main aircraft body, which includes a marineundercarriage;

said undercar iage comprising respective port and starboard floatelements separately depend ent from said main body and movable intoflying and floating positions about axes which extend substantially inthe direction of flight of said craft; said combination furtherincluding: pilot- 12 ing at least one shock-absorber device, for limit.-ing the initial extensible action of said float component normallypreliminary to a landing contact but permitting a limited optimum amountof further extensible movement thereof to occur automaticallyresponsively to the impact force received thereagainst incidental to.such a contact.

a a fully'constituted float member extensible from said craft on itsport side; a like float member extensible therefrom on its starboardside; means to retractively extend the respective float members tospaced positions thereof normal thereto preliminary to a landingoperation; and auxiliary means, including springeloaded strut membersentrained with the respective float members for permitting a limitedoptimum' droaerial craft which includes, in combination:

a landing float member extensible from saidcr-aft on its lower portside;alike float member extensible therefrom on its lower starboard side;right and left panel membersfcomprising integral components of saidfloat members+swingably mounted for inward and outward movement from andrelative to the main hydroaerial. body structure; means, operable fromwithin the interior of said body structure, to electively move saidpanels either extensively or vretractably and shockrabsorber mechanisminterconnected to each of said panel members;

10. The combination, with anaircraft fuselage characteristic of landbased airplanes, of a marine undercarriage therefor; said undercarriagecomprising respective elongate panel members mounted, adjacent theirupper longitudinal. edges, for swingable movements laterally outwardlyand downwardly from the port and starboard sides of said fuselage toassumetheir burden=bearing positions, and inwardly upwardly thereto forfull retractive movement; at least one collapsible webbing elementbeingsecurelyaffixed to respective inner sides of said panel members andadapted toform, in structure therewith, at least one substantiallywater-sealed air-:chamber; said 7 fuselage bearing elongate recessesintoone, each,

operable means to move said float elements to respective positionsthereof preliminary to a landing impact; and auxiliary othermeans-including shock-absorbing instrumentalities associated directlycoactively with the float-moving means, but entirely supplementalthereto and carried remote from the surface-striking portion or portionsof said float elements-for normally onabling the latter to be furtherpartially extended automatically resistingly, in immediate reaction tothe impact force received thereagainst incidental to a landing impact.

7. In an aircraft to be frequently landed on water, the combination,with the main airframe casing structure, of an aquatic undercarriagetherefor; said undercarriage including a primary float component havingentrained means for its extension retractively from within the outerstreamlined configuration of said airframe casing, and subsidiaryothermechanism, incorporatof which the respective panel members areretractively receivedand the latter externallycontoured to serve-intheir closed positionsas partial'bottom wall and partial side wallsegmentsof the fuselage skin.

11. In an hydroaerial craft, the combination with wings andan empennagewhich furtherincludes: a body portion; right and left elongate hullportions movable downwardly and outward ly from said body portion, andupwardly inwardly thereto, about respective axes to their respectivefloating and flying positions; an axial support to which each hullportion is movably connected adjacent the upper lengthwise portionthereof pilot-operable means to electively move saidhull portions foreither extension or retrace tion; and flexible, substantiallywater-tight means interconnecting the respective hull portions to saidfirst body portion.

' -12. In an aircraft to be landed on water, the V combination withair-foils and a fuselage-characteristic of land-based airplanes-ofhydrodynamic landing geartherefor said combine 13 tion including: anauxiliary hull component extensible laterally. outwardly and downwardlyfrom said fuselage in integral relation with right and left movablefuselage segments, instructure,

and the latter comprising auxiliary means for extending, retracting andsupporting said-hull component in a plurality of variable positions;other supporting means to which each such fuselage segment is movablyconnected'adjacent the upper lengthwise portion thereof; and said hullcomponent, per se, comprising pneumatically formable-deformable meanssecurely affixed to the respective lower inner sidesof said fuselagesegments, as well as-to portions '01 the lower fuselage proper, andforming, in coaction with said movable segments, ashock-resistingelement of great buoyancy and substantial flexibility along at least therespective lower sides of the aircraft.

13. In an aircraft to be frequently landed on Water, the combinationwhich includes: a main airframe body structure; hydrodynamiclandingand-float-gear extensible from said body structure andretractable thereto, in relation to the respective landing and flyingoperations of said craft; pilot-operable means to retractively extendsaid landing-and-float-gear to a position thereof which is normalthereto preliminary to a landing operation; and auxiliary meansincludingshock-absorbing instrumentalities associated directly coactively withthe landing-and-floatgear extending means, but supplementary thereto andoperatively remote from the surface striking portion or portions of saidfirst named gear--for normally enabling the latter to be furtherpartially extended automatically resistingly, in immediate reaction tothe impact force received thereagainst incidental to a landing contact.l

14. In an aircraft to be frequently landedon water, the combinationwhich includes: a main airframe body structure; hydrodynamiclandingand-float-gear thereon; pilot-operable means to retractivelyextend said landing-and-float-gear to an outboard position thereof whichis normal thereto preliminary to a landing operation; and auxiliarymeans, including shock-absorbing mechanism, for enabling said firstnamed gear to be further partially extended automatically resistingly inimmediate reaction to the impact force received thereagainst incidentalto a landing impact; said shock-absorbing mechanism being carried, atleast primarily, inboard said main body structure remote from thesurface contacting portion or portions of said landingand-float-gear butentrained reciprocally coactively therewith.

15. In an aircraft to be frequently landed on water, the combinationwhich comprises: an airframe; hydrodynamic float gear thereon;pilotcontrollable means for electively moving said float gear intorespective flying and floating positions thereof, including a positionnormal thereto preliminary to a landing operation; and other means,including shock-absorbing instrumentalities of a class which arenormally not directly pilot-operable, for enabling said float gear toreact automatically resistingly, but instantaneously yieldably, to theimpact force of a landing contact.

16. In an hydroaerial craft, the combination with wings and an empennagewhich further includes: a body portion; right and left elongate hullportions movable downwardly and outwardly from said body portion, andupwardly inwardly thereto, about respective axes to respective floatf4ing and flying positions; an axial support to which each hull portion ismovably connected adjacent the upper lengthwise portion thereof;pilot-operable means to electively move said hull portions for eitherextension'orretraction; and

flexible, substantially water-tight means interconnecting the respectivehull portions to each other. '17.;Ilf1flfi3i1'013i13'tO be frequentlylanded on water,*the combination which comprises:- an airframe;hydrodynamic float gear thereon; pilotcontrollable means for electivelymoving said float gear into respective flying and floatingpositionsthereof, including a position normal thereto preliminary to'alanding operation; and

controllable means for electively moving said float gear into respectiveflying and landing positions thereof; and means-including a plurality ofshock cylinders having piston members extensible therefrom againsttension, and said pistons being automatically extendable resistingly inresponse to the application of extensible force to said float gear-fordampening the initial shock of a landing impact thereagainst.

19. In an aircraft to be frequently landed on water, the combinationwhich comprises: an airframe; hydrodynamic float gear thereon;pilotcontrollable means for electively moving said float gear intorespective flying and floating positions thereof; and shock-absorbermechanism for said float gear, at least a component of saidshock-absorber mechanism being integrally entrained with the float gearmoving means for cooperative action therebetween.

20. In an aircraft to be frequently landed on the surface of water, thecombination which comprises: an airframe; hydrodynamic float gearthereon; pilot-controllable means for elec tively moving said gear intorespective flying and surface-contacting positions thereof; and at leastone shock-absorber connected to said float gear operably remote from thesurfacecontacting portions thereof.

21. In an aircraft to be landed on water, the combination with wings anda main airframe body structure which includes hydrodynamiclanding-and-float gear extensible from and retractable to said bodystructure; and pilot controlled means, operable from inboard said craft,for electively moving said gear into the normal position thereofpreliminary to a landing con tact; said landing-and-float gearcomprising an auxiliary hull component having a bottom portion equippedwith means enabling it to strike the landing surface yieldably; andcooperating other means, including shock-absorber mechanism in coactivestructure with the landing-andfloat gear extending means, for permittingsubstantial additional yieldable action of the bottom portion relativeto said surface, in one relation, and, in another, for causing itspartia1 recovery-immediately following such a landing impact-4m a normalburden-bearing position thereof with respect to the remainder of theaircraft.

OWEN BROWN.

(References on following page) Num er Nam Dat Quanonne Jan. 9, 1900 Nlson. T--.. an- 17,1905 Curtiss Feb. 8, 1916 3 May 3,, 1922 TsavarisApr. 8, 1924 Harper Aug. 20, 1929 Wurth Apr. 28, 1931 Vogler, Sept. 22,1931 Garden July 5, 1932 De Ganalhl Jan. 10, 1933 Number Name DateArnstein May 23, 1944 Jefiries Oct. 24, 1944- Bolster Apr. 30, 1946DuPont Apr. 8, 1947 Crispell Nov. 4, 1947 Bowers Mar. 1, 1949 FOREIGNPATENTS Country Date Italy May 4, 1929 Germany Nov. 6, 1913 Italy Oct.28, 1929 France 1 Aug. 22, 1938

